Rear suspension assembly for a vehicle

ABSTRACT

A utility vehicle includes a rear suspension assembly which has a trailing arm generally extending longitudinally. Also, the rear suspension assembly includes an upper radius rod extending in a generally lateral direction relative to a centerline of the vehicle. Additionally, the rear suspension assembly includes a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly further includes a suspension member configured to control toe of the at least one rear ground-engaging member.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of U.S. patent application Ser.No. 16/226,797, filed Dec. 20, 2018, which claims the benefit of U.S.Provisional Patent Application Ser. No. 62/608,952, filed on Dec. 21,2017, and entitled “REAR SUSPENSION ASSEMBLY FOR A VEHICLE” (AttorneyDocket No. PLR-15-28340.02P-US), the complete disclosure of which isexpressly incorporated by reference herein.

FIELD OF THE DISCLOSURE

The present disclosure relates to a rear suspension assembly for autility vehicle and, more particularly, to a rear suspension assemblyincluding a suspension member configured to control toe of the rearground-engaging members during suspension travel.

BACKGROUND OF THE DISCLOSURE

On-road and off-road vehicles include a rear suspension assembly. Forexample, in the context of off-road vehicles, various embodiments of arear suspension assembly may include trailing arms which generallyextend in a forward-aft direction and control arms or radius rods whichgenerally extend in a lateral direction.

However, despite the inclusion of a trailing arm and/or radius rod, therear wheel may toe in or toe out when the vehicle rebounds at fullcompression. In this way, the vehicle may not rebound with the rearwheels facing in longitudinal direction. As such, there is a need for arear suspension assembly which decreases the toe change, especially whenthe vehicle rebounds and the rear suspension assembly is at a fullcompression position.

SUMMARY OF THE DISCLOSURE

According to an illustrative embodiment of the present disclosure, autility vehicle comprises a frame assembly extending longitudinallyalong a centerline of the vehicle, at least one front ground-engagingmember supporting the frame assembly, at least one rear ground-engagingmember supporting the frame assembly, and a rear suspension assemblyoperably coupled to the frame assembly and the at least one rearground-engaging member. The rear suspension assembly comprises atrailing arm generally extending longitudinally and operably coupled tothe frame assembly and the at least one rear ground-engaging member. Therear suspension assembly also comprises an upper radius rod extending ina generally lateral direction relative to the centerline of the vehicleand operably coupled to the trailing arm. The rear suspension assemblyfurther comprises a lower radius rod extending in a generally lateraldirection relative to the centerline of the vehicle and operably coupledto the trailing arm. Additionally, the rear suspension assemblycomprises a suspension member configured to control toe of the at leastone rear ground-engaging member and generally extending longitudinallyand operably coupled to the at least one rear ground-engaging member.

According to another embodiment of the present disclosure, a utilityvehicle comprises a frame assembly extending longitudinally along acenterline of the vehicle, at least one front ground-engaging membersupporting the frame assembly, and at least one rear ground-engagingmember supporting the frame assembly. The at least one rearground-engaging member includes a knuckle. The utility vehicle alsocomprises a rear suspension assembly operably coupled to the frameassembly and the at least one rear ground-engaging member. The rearsuspension assembly comprises a trailing arm generally extendinglongitudinally and operably coupled to the frame assembly and theknuckle. Also, the rear suspension assembly comprises an upper radiusrod extending in a generally lateral direction relative to thecenterline of the vehicle and operably coupled to the trailing arm.Additionally, the rear suspension assembly comprises a lower radius rodextending in the generally lateral direction relative to the centerlineof the vehicle and operably coupled to the trailing arm. The rearsuspension assembly further comprises a suspension member operablycoupled to the knuckle and configured to control toe of the at least onerear ground-engaging member. The suspension member is positionedvertically intermediate upper and lower surfaces of the trailing arm.

In another illustrative embodiment of the present disclosure, a utilityvehicle comprises a frame assembly extending longitudinally along acenterline of the vehicle, at least one front ground-engaging membersupporting the frame assembly, at least one rear ground-engaging membersupporting the frame assembly, and a rear suspension assembly operablycoupled to the frame assembly and the at least one rear ground-engagingmember. The rear suspension assembly comprises an upper radius rod and alower radius rod both extending in a generally lateral directionrelative to the centerline of the vehicle. The rear suspension assemblyalso comprises a trailing arm operably coupled with the upper and lowerradius rods and extending in a generally longitudinal direction.Additionally, the rear suspension assembly comprises a suspension memberoperably coupled to the at least one rear ground-engaging member andconfigured to control toe of the at least one rear ground-engagingmember. The suspension member extends generally longitudinally between aforward extent thereof and a rearward extent thereof. At least a portionof the trailing arm is positioned laterally inward of a line extendingbetween the forward and rearward extents of the suspension member.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

FIG. 1 is a front left perspective view of a utility vehicle of thepresent disclosure;

FIG. 2 is a front left perspective view of a rear suspension assembly ofthe vehicle of FIG. 1 having a longitudinal suspension member configuredto control toe of the rear ground-engaging members;

FIG. 3 is a rear left perspective view of the rear suspension assemblyof FIG. 2;

FIG. 4 is a rear exploded view of the rear suspension assembly of FIG.2;

FIG. 5 is a front exploded view of the rear suspension assembly of FIG.2;

FIG. 6A is a top view of the rear suspension assembly of FIG. 2;

FIG. 6B is a further top view of the rear suspension assembly of FIG. 2;

FIG. 7 is a front view of the rear suspension assembly of FIG. 2;

FIG. 8 is a rear view of the rear suspension assembly of FIG. 2;

FIG. 9 is a side view of the rear suspension assembly of FIG. 2;

FIG. 10 is a front left perspective view of a rear suspension assemblyof the vehicle of FIG. 1 having a lateral suspension member configuredto control toe of the rear ground-engaging member;

FIG. 11 is a rear left perspective view of the rear suspension assemblyof FIG. 10;

FIG. 12 is a rear exploded view of the rear suspension assembly of FIG.10;

FIG. 13 is a top view of the rear suspension assembly of FIG. 10;

FIG. 14 is a front view of the rear suspension assembly of FIG. 10;

FIG. 15 is a rear view of the rear suspension assembly of FIG. 10;

FIG. 16 is a side view of the rear suspension assembly of FIG. 10;

FIG. 17 is a front left perspective view of an alternative embodimentrear suspension assembly of the vehicle of FIG. 1;

FIG. 18 is a rear left perspective view of the rear suspension assemblyof FIG. 17;

FIG. 19 is a rear exploded view of the rear suspension assembly of FIG.17;

FIG. 20 is a top view of the rear suspension assembly of FIG. 17;

FIG. 21 is a front view of the rear suspension assembly of FIG. 17;

FIG. 22 is a rear view of the rear suspension assembly of FIG. 17;

FIG. 23 is a side view of the rear suspension assembly of FIG. 17;

FIG. 24 is a further top view of the rear suspension assembly of FIG. 17in relation to a portion of the powertrain assembly of the vehicle ofFIG. 1;

FIG. 25 is a rear left perspective view of a stop member configured tolimit the rotation of the tire under certain conditions; and

FIG. 26 is a cross-sectional view of the stop member of FIG. 25, takenalong line 26-26 of FIG. 25.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. Forexample, while the following description refers primarily to utilityvehicles, certain features described herein may be applied to otherapplications such as all-terrain vehicles, snowmobiles, motorcycles,mopeds, etc.

Referring to FIG. 1, an illustrative embodiment of a utility vehicle 10is shown which is configured to traverse a variety of terrains,including mud, rocks, dirt, and other trail or off-road conditions.Vehicle 10 may be referred to as a utility vehicle (“UV”), anall-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”) and isconfigured for travel over various terrains or surfaces. Moreparticularly, vehicle 10 may be configured for military, industrial,agricultural, or recreational applications.

Vehicle 10 includes a plurality of ground-engaging members, includingfront ground-engaging members 12 (e.g., front wheels) and rear-groundengaging members 14 (e.g., rear wheels), a powertrain assembly 16, aframe assembly 20, a plurality of body panels 22 coupled to frameassembly 20, a front suspension assembly 24 supported by a front portionof frame assembly 20, a rear suspension assembly 26, 26′ supported by arear portion of frame assembly 20, and a rear cargo area 28 supported bythe rear portion of frame assembly 20. As shown in FIG. 1, vehicle 10extends between front and rear ground-engaging members 12, 14 in alongitudinal direction along a longitudinal vehicle centerline L. Asshown best in FIG. 6A, powertrain assembly 16 may include a front finaldrive member (not shown), a rear final drive member 120, a gearbox orshiftable transmission 122, an engine 124, and a continuously variabletransmission (“CVT”) 126. A prop shaft or other mechanism may extendbetween various components of powertrain assembly 16 to provide motivepower to front and/or rear ground-engaging members 12, 14. Additionaldetails of powertrain assembly 16 may be disclosed in U.S. PatentApplication Ser. No. 62/613,796, filed Jan. 5, 2018 (Attorney Docket No.PLR-15-28340.01P), the complete disclosure of which is expresslyincorporated by reference here.

In one embodiment, one or more ground-engaging members 12, 14 may bereplaced with tracks, such as the PROSPECTOR II tracks available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340, or non-pneumatic tires as disclosed in any of U.S. Pat. No.8,109,308, filed on Mar. 26, 2008; U.S. Pat. No. 8,176,957, filed onJul. 20, 2009; and U.S. Pat. No. 9,108,470, filed on Nov. 17, 2010; andU.S. Patent Application Publication No. 2013/0240272, filed on Mar. 13,2013, the complete disclosures of which are expressly incorporated byreference herein.

Referring still to FIG. 1, vehicle 10 includes an operator area 30supported by frame assembly 20 and which includes seating for at leastan operator and a passenger. Illustratively, one embodiment of vehicle10 includes an operator seat 32 and a front passenger seat 34. Moreparticularly, operator seat 32 and front passenger seat 34 are in aside-by-side arrangement. Operator seat 32 includes a seat bottom,illustratively a bucket seat, and a seat back. Similarly, frontpassenger seat 34 includes a seat bottom, illustratively a bucket seat,and a seat back. Additional details of vehicle 10 may be disclosed inU.S. patent application Ser. No. 14/051,700, filed Oct. 11, 2013(Attorney Docket No. PLR-15-25448.04P); U.S. patent application Ser. No.14/477,589, filed Sep. 4, 2014 (Attorney Docket No. PLR-15-26062.03P);and U.S. patent application Ser. No. 14/577,908, filed Dec. 19, 2014(Attorney Docket No. PLR-15-26601.01P); the complete disclosures ofwhich are expressly incorporated by reference herein.

Referring to FIGS. 2-9, rear suspension assembly 26 is shown. Rearsuspension assembly 26 is a trailing arm-type suspension generallycomprised of trailing arms 40, an upper or first radius rod or controlarm 42, a lower or second radius rod or control arm 44, a torsion orsway bar 46, and shock absorbers 48. Illustratively, both a right andleft side of vehicle 10 includes trailing arm 40, radius rods 42, 44,and shock absorbers 48 such that both right and left rearground-engaging members 14 are each operably coupled to one trailing arm40, upper and lower radius rods 42, 44, and one shock absorber 48. Moreparticularly, each of rear ground-engaging members 14 includes a wheelhub 50, a knuckle 52, and a brake assembly 54, and at least trailingarms 40 and radius rods 42, 44 are operably coupled to knuckle 52.

Additionally, each of rear ground-engaging members 14 includes a rearaxle or half shaft 56 extending between rear final drive member 120(FIG. 6A) and knuckle 52. Rear axles 56 are configured to rotate rearground-engaging members 14 during operation of vehicle 10. As shown bestin FIG. 6A, rear axles 56 extend laterally and may be generallyperpendicular to centerline L of vehicle 10.

Referring again to FIGS. 2-9, trailing arms 40 include a first coupler58 positioned at a forward portion thereof and a second coupler 60positioned at a rearward portion thereof. First coupler 58 is configuredto operably couple trailing arms 40 to frame assembly 20 (FIG. 1) andsecond coupler 60 is configured to operably couple trailing arms 40 torear ground-engaging member 14. First coupler 58 is configured to allowtrailing arms 40 to pivot or rotate in a generally vertically directionrelative to frame assembly 20. Second coupler 60 includes an upperportion 62, a lower portion 64, and a recessed portion 66 positionedtherebetween. Illustratively, recessed portion 66 is configured toreceive a portion of knuckle 52 and second coupler 60 may be coupled toany portion of rear ground-engaging member 14. In this way, trailing arm40 is operably coupled to knuckle 52 of rear ground-engaging member 14through second coupler 60.

In one embodiment, trailing arms 40 are configured to extend in agenerally longitudinal or forward-aft direction between first and secondcouplers 58, 60. More particularly, trailing arms 40 extend generallylongitudinally because trailing arms 40 may be generally parallel tocenterline L of vehicle 10 and/or may have a longitudinal directionalcomponent angled less than 45° relative to centerline L. Throughcouplers 58, 60, trailing arms 40 are configured to pivot generallyvertically during operation of vehicle 10, especially as vehicle 10traverses various terrain.

Each of trailing arms 40 may be formed through a stamping process andcomprised of a single metallic component. Alternatively, and as shown inFIGS. 2-9, each of trailing arms 40 may be comprised of a plurality ofcomponents integrally or removably coupled together, such as a firstsuspension portion or member 70 defining an upper surface of trailingarm 40 and a second suspension portion or member 72 defining a lowersurface of trailing arm 40. A forward portion 70 a, 72 a of both firstand second suspension members 70, 72 may be coupled to first coupler 58and a rearward portion 70 b, 72 b of both first and second suspensionmembers 70, 72 may be operably coupled to knuckle 52 through secondcoupler 60.

Illustratively, rearward portion 70 b may be coupled to upper portion 62of second coupler 60 and rearward portion 72 b may be coupled to lowerportion 64 of second coupler 60. In this way, first and secondsuspension members 70, 72 may be positioned forward of rear axles 56. Inone embodiment, first and second suspension members 70, 72 generallydefine a triangular configuration with first and second couplers 58, 60such that forward portions 70 a, 72 a of first and second suspensionmembers 70, 72 are angled towards each other at first coupler 58 whilerearward portions 70 b, 72 b of first and second suspension members 70,72 are angled away from each other.

Referring still to FIGS. 2-9, torsion or stabilizer bar 46 of rearsuspension assembly 26 may be operably coupled to first suspensionmember 70 through link arms 74. Link arms 74 may extend in a generallyvertical direction between an upper surface of first suspension member70 and a rearward portion 76 of torsion bar 46. Illustrative torsion bar46 includes a forward portion 78 positioned forward of and coupled torearward portions 76 such that torsion bar 46 generally defines a curvedor U-shaped configuration. Both forward portion 78 and rearward portions76 are at a vertically higher or greater position on vehicle 10 thantrailing arms 40 and at least rearward portions 76 are partiallypositioned directly above a portion of trailing arms 40. Through linkarms 74, torsion bar 46 is configured to move relative to trailing arms40.

As shown in FIG. 6A, torsion bar 46 may be positioned directlyvertically above CVT 126 and, more particularly, at least a portion offorward portion 78 of torsion bar 46 is positioned directly above CVT126. Illustratively, at least forward portion 78 of torsion bar 46 ispositioned entirely forward of engine 124, shiftable transmission 122,and rear final drive member 120. Rearward portions 76 may be positionedforward of at least a portion of engine 124 and shiftable transmission122.

Referring to FIG. 6B, when powertrain assembly 16 includes an embodimentcoupling CVT 126 laterally outward of engine 124, at least forwardportion 78 of torsion bar 46 is positioned entirely forward of CVT 126,engine 124, and transmission 122. Additionally, rearward portions 76 oftorsion bar 46 may be positioned forward of at least a portion of engine124 and CVT 126 and positioned entirely forward of transmission 122.Additional details of powertrain assembly 16 may be disclosed in U.S.patent application Ser. No. 14/577,908, filed Dec. 19, 2014 (AttorneyDocket No. PLR-15-26601.01P) and U.S. patent application Ser. No.14/434,685, filed Apr. 9, 2015 (Attorney Docket No. PLR-15-25448.05P),the complete disclosures of which are expressly incorporated byreference herein.

As shown in FIGS. 2-9, shock absorbers 48 also may be operably coupledto first suspension member 70 of trailing arm 40. Illustratively, alower end portion 80 of each of shock absorbers 48 is coupled to anupper surface of first suspension member 70 and an upper end portion 82of each of shock absorbers 48 is coupled to a portion of frame assembly20 (FIG. 1). Upper end portion 82 is angled forwardly relative to lowerend portion 80, as shown best in FIG. 9. Additionally, and as shown bestin FIGS. 6-8, upper end portion 82 may be angled inwardly in a lateraldirection relative to lower end portion 80. In one embodiment, shockabsorber 48 may be a gas-assist shock having a gas canister 49.

As is also shown in FIGS. 2-9, radius rods 42, 44 may be operablycoupled with trailing arm 40 and knuckle 52 through second coupler 60.More particularly, upper radius rod 42 is pivotably coupled to upperportion 62 of second coupler 60 at a first coupling member 84 and ispivotably coupled to a portion (not shown) of frame assembly 20 at asecond coupling member 86. Additionally, lower radius rod 44 ispivotably coupled to lower portion 64 of second coupler 60 at a firstcoupling member 88 and is pivotably coupled to a portion (not shown) offrame assembly 20 at a second coupling member 90. Coupling members 84,88 may be positioned longitudinally rearward of rearward portions 70 b,72 b of first and second suspension members 70, 72 of trailing arm 40.

As shown best in FIG. 6A, radius rods 42, 44 extend in a general lateraldirection. In other words, radius rods 42, 44 have a laterally-extendingcomponent relative to centerline L. However, in one embodiment, radiusrods 42, 44 are angled relative to a true lateral direction which wouldperpendicularly intersect centerline L but are angled less than 45° fromthe true lateral direction. Illustratively, radius rods 42, 44 may beswept rearwardly such that second coupling members 86, 90 are positionedrearwardly relative to first coupling members 84, 88. Additionally, andas shown in FIGS. 7 and 8, radius rods 42, 44 also are angled relativeto a vertical axis (not shown) extending perpendicularly to centerline L(FIG. 6A). In this way, radius rods 42, 44 may be angled upwardly suchthat second coupling members 86, 90 are positioned at a higher orgreater vertical position on vehicle 10 relative to first couplingmembers 84, 88.

During operation of vehicle 10, rear suspension assembly 26 isconfigured to move relative to frame assembly 20 (FIG. 1) between fullextension and full compression positions. For example, when rearsuspension assembly 26 is at full compression such that vehicle 10 hasthe least amount of ground clearance relative to the ground surface,vehicle 10 may operate best when rear ground-engaging members 14 arepositioned forward and are not angled inwardly or outwardly relative tocenterline L (FIG. 1) such that the toe change of rear ground-engagingmember 14 is approximately zero. In other words, vehicle 10 may operatebest in various positions of rear suspension assembly 26 when rearground-engaging members 14 do not toe in or toe out, especially, forexample, at when rear suspension assembly 26 is at the full compressionposition.

In order to maintain the position or toe of rear ground-engaging members14 in a forward-facing direction during suspension travel, andespecially when rear suspension assembly 26 is in the full compressionposition, rear suspension assembly 26 includes a suspension member 100configured to control toe of rear ground-engaging members 14. In thisway, suspension member 100 may be defined as a toe link or toe controlmember of rear suspension assembly 26. In one embodiment, suspensionmember 100 is positioned adjacent and laterally inwardly of trailingarms 40 such that suspension member 100 is positioned laterally closerto centerline L (FIG. 6A) than trailing arms 40. In one embodiment,suspension member 100 also is angled relative to trailing arms 40.Suspension member 100 also is positioned vertically intermediate firstand second suspension members 70, 72 of trailing arm 40. As shown in atleast the illustrative embodiment of FIG. 6A, because suspension member100 is positioned laterally inward of trailing arms 40, at least aportion of torsion bar 46 is positioned directly vertically above aportion of suspension member 100.

Illustrative suspension member 100 extends generally longitudinallybetween a first or forward coupling member 102 and a second or rearwardcoupling member 104. More particularly, suspension member 100 may begenerally parallel to centerline L of vehicle 10 or may have alongitudinal directional component angled 45° or less relative tocenterline L. For example, suspension member 100 may be angled 0-45°relative to centerline L in that suspension member 100 is positionedlaterally inward of trailing arm 40 and is parallel to or angled 1-45°relative to centerline L. Alternatively, suspension member may be angled−45-1° relative to centerline L in that suspension member 100 may bepositioned laterally outward of trailing arm 40.

As shown in FIG. 6A, a forward extent of suspension member 100 mayextend along a plane 93 which, illustratively, is approximately parallelto a plane 95 extending through a forward extent of trailing arm 40. Inthis way, the forward extents of trailing arm 40 and suspension member100 may be approximately parallel even when the longitudinal extent ofsuspension member 100 is angled relative to trailing arm 40. Referringstill to FIG. 6A, the forward extent of suspension member 100 may bepositioned along plane 93 at a position laterally inward or laterallyoutward of plane 95 of trailing arm 40. The lateral offset (eitherinboard or outward) between planes 93, 95 allows for tuning the toe ofrear ground-engaging member 14. In this way, rear suspension assembly 26is configured to allow for tuneability of toe control by calibrating thelateral offset between the forward extents of trailing arm 40 andsuspension member 100.

Illustratively, because suspension member 100 may be angled relative tocenterline L, first coupling member 102 may be positioned laterallyinward of second coupling member 104. As shown best in FIG. 6A, firstcoupling member 102 may be positioned approximately laterally adjacentforward portions 70 a, 72 a of first and second suspension members 70,72 of trailing arm 40, however, first coupling member 102 may bepositioned longitudinally rearward of portions 70 a, 72 a. In this way,the forward portion of suspension member 100, including first couplingmember 102, is positioned laterally inboard but rearward of the forwardextent of trailing arms 40. For example, as shown in FIG. 6A, ahorizontal line or plane P extending through forward portions 70 a, 72 aof trailing arms 40 is forward of first coupling member 102 and theforward extent of suspension member 100. Alternatively, first couplingmember 102 of suspension member 100 may extend forwardly to a positionwhich is approximately the same as the forward extent of trailing arm40.

Referring to FIGS. 4-8, first coupling member 102 may be configured topivotally or operably couple a forward portion of suspension member 100to frame assembly 20 and second coupling member 104 may be configured topivotally or operably couple a rearward portion of suspension member 100to knuckle 52 and/or another component of rear ground-engaging member14. More particularly, second coupling member 104 is operably coupled toknuckle 52 or other component of rear ground-engaging member 14 at aposition longitudinally forward of rear axles 56. Illustratively, secondcoupling member 104 of suspension member 100 is directly and operablycoupled to knuckle 52 at a positioned vertically intermediate rearwardportions 70 b, 72 b of respective first and second suspension members70, 72 defining trailing arms 40. In this way, suspension member 100 isconfigured to pivot vertically and with trailing arms 40 to control toeof rear ground-engaging members 14.

From FIG. 6A, it is also apparent that second coupling member 104 ispositioned laterally outward of a portion of trailing arm 40 and, moreparticularly, is positioned laterally outward of an inward-most surface96 of second coupler 60 of trailing arm 40. Therefore, at leastinward-most surface 96 of trailing arm 40 is positioned laterally inwardof a line 98 extending between couplers 102, 104 of suspension member100. In this way, suspension member 100 at least partially intersects orextends through a portion of trailing arm 40 such that the longitudinalextents of trailing arm 40 and suspension member 100 overlap each otherat a position generally adjacent second coupling member 104 ofsuspension member 100 and rearward portions 70 b, 72 b of trailing arm40. This overlap or intersection of trailing arm 40 and suspensionmember 100 occurs at a location forward of rear axle 56 and forward of aball joint positioned at 118 of rear ground-engaging member 14.Additionally, FIG. 6A discloses that second coupling member 104 ofsuspension member 100 is positioned laterally inward of a steering axisS of knuckle 52.

With this configuration of suspension member 100 and trailing arms 40,the movement of trailing arms 40 and suspension member 100 does notinterfere with each other. Additionally, because suspension member 100is positioned forward of rear axles 56, rear axles 56 do not interferewith the movement of suspension member 100. In this way, suspensionmember 100 controls toe of rear ground-engaging member 14 throughoutsuspension travel and is configured to maintain the toe change atapproximately zero when rear suspension assembly 26 is in the fullcompression position. And, the longitudinal configuration of suspensionmember 100 allows for such toe control without interference from othercomponents of rear suspension assembly 26, rear axles 56, or any othercomponent.

As shown in FIG. 9, suspension member 100 is entirely positioned withinan envelope 92 defined by trailing arm 40 when viewed from the side.Envelope 92 is defined as extending longitudinally between forwardportions 70 a, 72 a and rearward portions 70 b, 72 b and also extendingvertically between first and second suspension members 70, 72 oftrailing arm 40. In this way, from the side view of FIG. 9, suspensionmember 100 is entirely concealed by or at least within envelope 92 oftrailing arm 40 such that no portion of suspension member 100 extendsabove an upper surface of trailing arm 40, extends below a lower surfaceof trailing arm 40, extends forwardly of a forward extent of trailingarm 40, or extends rearwardly of a rearward extent of trailing arm 40.Therefore, trailing arm 40 protects suspension member 100 from damage byexternal debris because suspension member 100 does not extend belowtrailing arm 40, where it could be exposed to rocks or other items onthe ground surface, and is positioned laterally inward of trailing arm40 such that any item or debris outward of trailing arm 40 does notcontact suspension member 100.

Furthermore, as shown in FIG. 8, suspension member 100 is entirelypositioned within an envelope 94 defined by radius rods 42, 44. Envelope94 is defined as extending laterally between coupling members 84 and 86,extending laterally between coupling members 88 and 90, extendingvertically between coupling members 84 and 88, and extending verticallybetween coupling members 86 and 90. In this way, from the rear view ofFIG. 8, suspension member 100 does not extend above upper radius rod 42,extend below lower radius rod 44, extend laterally inward of couplingmembers 86, 90, or extend laterally outward of coupling members 84, 88.As is also shown in FIG. 8, first coupling member 102 of suspensionmember 100 is positioned at least partially above a wheel center Wextending through rear ground-engaging member 14 while second couplingmember 104 is positioned at least partially below wheel center W whenvehicle 10 is in a neutral position on the ground surface. Wheel centerW is perpendicular to steering axis S (FIG. 6A).

Additionally, and referring to FIG. 6A, first coupling member 102 ofsuspension member 100 is positioned laterally inward of a pivot line 97extending through the forward pivot point of forward portion 70 a, 72 aof trailing arm 40 and a pivot point of an inner CV joint 57 of rearaxle 56. Illustratively, second coupling member 104 of suspension member100 is positioned laterally outward of pivot line 97. As such, from thetop view of FIG. 6A, it is apparent that pivot line 97 intersectssuspension member 100. Also, as shown best in FIG. 8, at least firstcoupling member 102 of suspension member 100 is positioned verticallybelow pivot line 97 when viewed from the rear.

As is also shown in FIG. 6A, suspension member 100 is positionedrelative to a line 116 extending between forward portion 70 a, 72 a oftrailing arm 40 and ball joint of rear ground-engaging member 14generally positioned at 118. More particularly, suspension member 100may extend generally parallel to line 116 or may be angled relative toline 116. Illustratively, suspension member 100 extends substantiallyparallel to line 116. Additionally, suspension member 100 is positionedlaterally inward of line 116.

With this configuration of rear suspension assembly 26, suspensionmember 100 may be provided on vehicle 10 to control toe of rearground-engaging member 14 without interfering with the movement of othercomponents of rear suspension assembly 26, such as trailing arm 40 andradius rods 42, 44 or rear axles 56.

It is further apparent from FIG. 6A that rear suspension assembly 26does not interfere with any portion of powertrain assembly 16 and,instead, generally surrounds at least a portion of powertrain assembly16. Illustratively, trailing arms 40 and suspension member 100 extendsto a position forward of a portion of powertrain assembly 16. Forexample, suspension member 100 extends to a position forward of rearfinal drive member 120, shiftable transmission 122, engine 124, and CVT126. More particularly, first coupling member 102 of suspension member100 and forward portions 70 a, 72 a of trailing arm 40 are positionedentirely forward of CVT 126 and engine 124. Additionally, at leasttransmission 122, engine 124, and CVT 126 are positioned laterallyintermediate suspension members 100. Illustratively, as shown in FIG.6A, CVT 126 may be oriented laterally and positioned forward of engine124, and in such a configuration, CVT 126 is positioned entirely withinthe lateral and longitudinal extent of suspension members 100.Similarly, as shown in FIG. 6B, when CVT 126 is oriented longitudinallyand positioned laterally outward of engine 124, CVT 126 is stillpositioned entirely with the lateral and longitudinal extent ofsuspension members 100.

Referring to FIGS. 10-16, a rear suspension assembly 26′ for vehicle 10(FIG. 1) is shown. It may be appreciated that like reference numbersidentifying like components of rear suspension assembly 26 of FIGS. 2-9and rear suspension assembly 26′ of FIGS. 10-16 may be used. Rearsuspension assembly 26′ is a trailing arm-type suspension generallycomprised of trailing arms 40′, upper radius rods 42, lower radius rods44, a torsion or sway bar 46′, and shock absorbers 48. Illustratively,both a right and left side of vehicle 10 includes trailing arm 40′,radius rods 42, 44, and shock absorbers 48 such that both right and leftrear ground-engaging members 14 are each operably coupled to onetrailing arm 40′, upper and lower radius rods 42, 44, and one shockabsorber 48. More particularly, at least trailing arms 40′ and radiusrods 42, 44 are operably coupled to knuckle 52.

Additionally, each of rear ground-engaging members 14 includes rear axle56′ extending between the rear drive member 120 (FIG. 6A) and knuckle52. Rear axles 56′ are configured to rotate rear ground-engaging members14 during operation of vehicle 10. As shown best in FIG. 13, rear axles56′ extend laterally and may be generally perpendicular to centerline Lof vehicle 10.

Referring again to FIGS. 10-16, trailing arms 40′ include a firstcoupler 58′ positioned at a forward portion thereof and a second coupler60′ positioned at a rearward portion thereof. First coupler 58′ isconfigured to operably couple trailing arms 40′ to frame assembly 20(FIG. 1) and second coupler 60′ is configured to operably coupletrailing arms 40′ to rear ground-engaging member 14, illustratively toknuckle 52. First coupler 58′ is configured to allow trailing arms 40′to pivot or rotate in a generally vertically direction relative to frameassembly 20. Second coupler 60′ includes an upper portion 62′, a lowerportion 64′, and a recessed portion 66′ positioned therebetween.Illustratively, recessed portion 66′ is configured to receive a portionof knuckle 52 and second coupler 60′ may be coupled to knuckle 52 or anyother portion of rear ground-engaging member 14.

In one embodiment, trailing arms 40′ are configured to extend in agenerally longitudinal or forward-aft direction between first and secondcouplers 58′, 60′. More particularly, trailing arms 40′ extend generallylongitudinally because trailing arms 40′ may be generally parallel tocenterline L of vehicle 10 and/or may have a longitudinal directionalcomponent angled less than 45° relative to centerline L. Throughcouplers 58′, 60′, trailing arms 40′ are configured to pivot generallyvertically during operation of vehicle 10, especially as vehicle 10traverses various terrain.

Referring still to FIGS. 10-16, torsion bar 46′ may be operably coupledto an inner surface 108 of trailing arm 40′ through link arms 74′. Linkarms 74′ may extend in a generally vertical direction between innersurface 108 of trailing arm 40′ and a rearward portion 76′ of torsionbar 46′. Illustrative torsion bar 46′ includes a forward portion 78′positioned forward of and coupled to rearward portions 76′ such thattorsion bar 46′ generally defines a curved or U-shaped configuration.Both forward portion 78′ and rearward portions 76′ are at a verticallyhigher or greater position on vehicle 10 than trailing arms 40′.However, because link arms 74′ are operably coupled to inner surface 108of trailing arm 40, torsion bar 46′ is positioned laterally intermediatetrailing arms 40′ and is not positioned directly vertically above aportion of trailing arms 40′. Through link arms 74′, torsion bar 46′ isconfigured to move relative to trailing arms 40′.

As shown in FIGS. 10-16, shock absorbers 48 also may be operably coupledto trailing arm 40′. Illustratively, lower end portion 80 of shockabsorbers 48 is coupled to an upper surface 110 of trailing arm 40′ andupper end portion 82 of shock absorbers 48 is coupled to a portion offrame assembly 20 (FIG. 1). Upper end portion 82 is angled forwardlyrelative to lower end portion 80, as shown best in FIG. 16.Additionally, and as shown best in FIGS. 13-15, upper end portion 82 maybe angled inwardly in a lateral direction relative to lower end portion80. In one embodiment, shock absorber 48 may be a gas-assist shockhaving gas canister 49.

As is also shown in FIGS. 10-16, radius rods 42, 44 may be operablycoupled with trailing arm 40′ through second coupler 60′. Moreparticularly, upper radius rod 42 is pivotably coupled to upper portion62′ of second coupler 60′ at first coupling member 84 and is pivotablycoupled to a portion (not shown) of frame assembly 20 at second couplingmember 86. Additionally, lower radius rod 44 is pivotably coupled tolower portion 64′ of second coupler 60′ at first coupling member 88 andis pivotably coupled to a portion (not shown) of frame assembly 20 atsecond coupling member 90. In one embodiment, radius rods 42, 44 mayextend approximately 90° relative to second coupler 60′.

During operation of vehicle 10, rear suspension assembly 26′ isconfigured to move relative to frame assembly 20 (FIG. 1) between fullextension and full compression positions. When rear suspension assembly26′ is at the full compression position, for example, vehicle 10 mayoperate best when rear ground-engaging members 14 are positioned forwardand are not angled relative to centerline L (FIG. 1) such that the toechange of rear ground-engaging member 14 is approximately zero. In otherwords, vehicle 10 may operate best in various positions of rearsuspension assembly 26′ when rear ground-engaging members 14 do not toein or toe out, especially, for example, at full compression.

In order to maintain the position or toe of rear ground-engaging members14 in a forward-facing direction during suspension travel, andespecially when rear suspension assembly 26′ is in the full compressionposition, rear suspension assembly 26′ includes a suspension member 100′configured to control toe of rear ground-engaging members 14. In thisway, suspension member 100′ may be defined as a toe link or toe controlmember of rear suspension assembly 26′. In one embodiment, suspensionmember 100′ is positioned rearwardly of trailing arms 40′, rear axles56′, torsion bar 46′, and shock absorbers 48. By positioning suspensionmember 100′ at a position rearward of at least rear axles 56′, rearaxles 56′ does not interfere with the movement of suspension member100′.

Each of suspension members 100′ includes a first or outer couplingmember 112 pivotally coupled to knuckle 52 of rear ground-engagingmember 14 and a second or inner coupling member 114 pivotally coupled toa portion (not shown) of frame assembly 20 (FIG. 1). In this way,suspension member 100′ is configured to pivot in a generally verticaldirection and may be configured to pivot upwardly and/or downwardly withradius rods 42, 44.

Illustratively, suspension members 100′ are positioned verticallyintermediate radius rods 42, 44 such that suspension member 100′ ispositioned vertically lower than upper radius rod 42 and verticallyabove lower radius rod 44. In this way, suspension member 100′ also mayextend in a general lateral direction. In other words, suspensionmembers 100′ have a laterally-extending component relative to centerlineL which is angled 45° or less relative to the true lateral direction. Inthis way, suspension members 100′ may be swept rearwardly such thatsecond coupling member 114 is positioned rearwardly relative to firstcoupling member 112. Additionally, and as shown in FIGS. 14 and 15,suspension member 100′ is angled relative to a vertical axis (not shown)extending perpendicularly to centerline L (FIG. 13). In this way,suspension member 100′ may be angled upwardly such that second couplingmember 114 is positioned at a higher or greater vertical position onvehicle 10 relative to first coupling member 112.

In operation, as vehicle 10 traverses various terrain, rear suspensionassembly 26′ and rear ground-engaging members 14 are configured to moverelative to frame assembly 20 (FIG. 1). However, when rear suspensionassembly 26′ is at the full compression position in that vehicle 10 hasthe least amount of ground clearance relative to the ground surface,rear suspension assembly 26′ is configured to control toe of rearground-engaging members 14 such that rear ground-engaging members 14 arein a forward-facing direction and do not toe in or toe out relative tocenterline L. More particularly, suspension members 100′ are configuredto control toe of rear ground-engaging members 14.

Referring to FIGS. 17-26, an alternative embodiment of rear suspensionassembly 26 is shown as rear suspension assembly 1026. It may beappreciated that like reference numbers identifying like components ofrear suspension assembly 26 of FIGS. 2-9 and rear suspension assembly1026 of FIGS. 17-26 may be used. Rear suspension assembly 1026 is atrailing arm-type suspension generally comprised of trailing arms 1040,upper radius rods 1042, lower radius rods 1044, a torsion or sway bar1046, and shock absorbers 1048. At least trailing arms 1040 and radiusrods 1042, 1044 are operably coupled to a knuckle 1052 of each rearground-engaging member 14.

Additionally, each of rear ground-engaging members 14 includes a rearaxle or half shaft 1056 extending between rear final drive member 120(FIG. 24) and knuckle 1052. Rear axles 1056 are configured to rotaterear ground-engaging members 14 during operation of vehicle 10. As shownbest in FIG. 24, rear axles 1056 extend laterally and may be generallyperpendicular to centerline L of vehicle 10.

Referring again to FIGS. 17-26, trailing arms 1040 include a firstcoupler 1058 positioned at a forward portion thereof and a secondcoupler 1060 positioned at a rearward portion thereof. First coupler1058 is configured to operably couple trailing arms 1040 to frameassembly 20 (FIG. 1) and second coupler 1060 is configured to operablycouple trailing arms 1040 to rear ground-engaging member 14. Firstcoupler 1058 is configured to allow trailing arms 1040 to pivot orrotate in a generally vertically direction relative to frame assembly20. Second coupler 1060 includes an upper portion 1062, a lower portion1064, and a recessed portion 1066 (FIG. 19) positioned therebetween.Illustratively, recessed portion 1066 is configured to receive a portionof knuckle 1052 and second coupler 1060 may be coupled to any portion ofrear ground-engaging member 14. In this way, trailing arm 1040 isoperably coupled to knuckle 1052 of rear ground-engaging member 14through second coupler 1060.

In one embodiment, trailing arms 1040 are configured to extend in agenerally longitudinal or forward-aft direction between first and secondcouplers 1058, 1060. More particularly, trailing arms 1040 extendgenerally longitudinally because trailing arms 1040 may be generallyparallel to centerline L of vehicle 10 and/or may have a longitudinaldirectional component angled less than 45° relative to centerline L.Through couplers 1058, 1060, trailing arms 1040 are configured to pivotgenerally vertically during operation of vehicle 10, especially asvehicle 10 traverses various terrain.

Referring still to FIGS. 17-24, torsion or stabilizer bar 1046 of rearsuspension assembly 1026 may be operably coupled to trailing arms 1040through link arms 1074. Link arms 1074 may extend in a generallyvertical direction between an upper surface trailing arm 1040 and arearward portion 1076 of torsion bar 1046. Illustrative torsion bar 1046includes a forward portion 1078 positioned forward of and coupled torearward portions 1076 such that torsion bar 1046 generally defines acurved or U-shaped configuration. Both forward portion 1078 and rearwardportions 1076 are at a vertically higher or greater position on vehicle10 than trailing arms 1040 and at least rearward portions 1076 arepartially positioned directly above a portion of trailing arms 1040.Through link arms 1074, torsion bar 1046 is configured to move relativeto trailing arms 1040.

As shown in FIG. 24, at least forward portion 1078 of torsion bar 1046is positioned entirely forward of engine 124, shiftable transmission122, CVT 126, and rear final drive member 120. More particularly, whenpowertrain assembly 16 includes an embodiment coupling CVT 126 laterallyoutward of engine 124, at least forward portion 1078 of torsion bar 1046is positioned entirely forward of CVT 126, engine 124, and transmission122. Additionally, rearward portions 1076 of torsion bar 1046 may bepositioned forward of at least a portion of engine 124 and CVT 126 andpositioned entirely forward of transmission 122. Additional details ofpowertrain assembly 16 may be disclosed in U.S. patent application Ser.No. 14/577,908, filed Dec. 19, 2014 (Attorney Docket No.PLR-15-26601.01P) and U.S. patent application Ser. No. 14/434,685, filedApr. 9, 2015 (Attorney Docket No. PLR-15-25448.05P), the completedisclosures of which are expressly incorporated by reference herein.

As shown in FIGS. 17-24, shock absorbers 1048 also may be operablycoupled to trailing arm 1040. Illustratively, a lower end portion 1080of each of shock absorbers 1048 is coupled to the upper surface oftrailing arm 1040 and an upper end portion 1082 of each of shockabsorbers 1048 is coupled to a portion of frame assembly 20 (FIG. 1).Upper end portion 1082 is angled forwardly relative to lower end portion1080, as shown best in FIG. 23. Additionally, and as shown best in FIGS.20-24, upper end portion 1082 may be angled inwardly in a lateraldirection relative to lower end portion 1080. In one embodiment, shockabsorber 1048 may be a gas-assist shock having a gas canister 1049.

As is also shown in FIGS. 17-24, radius rods 1042, 1044 may be operablycoupled with trailing arm 1040 and knuckle 1052 through second coupler1060. More particularly, upper radius rod 1042 is pivotably coupled toupper portion 1062 of second coupler 1060 at a first coupling member1084 and is pivotably coupled to a portion (not shown) of frame assembly20 at a second coupling member 1086. Additionally, lower radius rod 1044is pivotably coupled to lower portion 1064 of second coupler 1060 at afirst coupling member 1088 and is pivotably coupled to a portion (notshown) of frame assembly 20 at a second coupling member 1090. Couplingmembers 1084, 1088 may be positioned longitudinally rearward of trailingarm 1040.

As shown best in FIG. 20, radius rods 1042, 1044 extend in a generallateral direction. In other words, radius rods 1042, 1044 have alaterally-extending component relative to centerline L. However, in oneembodiment, radius rods 1042, 1044 are angled relative to a true lateraldirection which would perpendicularly intersect centerline L but areangled less than 45° from the true lateral direction. Illustratively,radius rods 1042, 1044 may be swept rearwardly such that second couplingmembers 1086, 1090 are positioned rearwardly relative to first couplingmembers 1084, 1088. Additionally, and as shown in FIGS. 21 and 22,radius rods 1042, 1044 also are angled relative to a vertical axis (notshown) extending perpendicularly to centerline L. In this way, radiusrods 1042, 1044 may be angled upwardly such that second coupling members1086, 1090 are positioned at a higher or greater vertical position onvehicle 10 relative to first coupling members 1084, 1088.

During operation of vehicle 10, rear suspension assembly 1026 isconfigured to move relative to frame assembly 20 (FIG. 1) between fullextension and full compression positions. For example, when rearsuspension assembly 1026 is at full compression such that vehicle 10 hasthe least amount of ground clearance relative to the ground surface,vehicle 10 may operate best when rear ground-engaging members 14 arepositioned forward and are not angled inwardly or outwardly relative tocenterline L (FIG. 1) such that the toe change of rear ground-engagingmember 14 is approximately zero. In other words, vehicle 10 may operatebest in various positions of rear suspension assembly 1026 when rearground-engaging members 14 do not toe in or toe out, especially, forexample, at when rear suspension assembly 1026 is at the fullcompression position.

In order to maintain the position or toe of rear ground-engaging members14 in a forward-facing direction during suspension travel, andespecially when rear suspension assembly 1026 is in the full compressionposition, rear suspension assembly 1026 includes a suspension member1100 configured to control toe of rear ground-engaging members 14. Inthis way, suspension member 1100 may be defined as a toe link or toecontrol member of rear suspension assembly 1026. In one embodiment,suspension member 1100 is positioned adjacent and laterally inwardly oftrailing arms 1040 such that suspension member 1100 is positionedlaterally closer to centerline L (FIG. 20) than trailing arms 1040. Inone embodiment, suspension member 1100 also is angled relative totrailing arms 1040.

Illustrative suspension member 1100 extends generally longitudinallybetween a first or forward coupling member 1102 and a second or rearwardcoupling member 1104. More particularly, suspension member 1100 may begenerally parallel to centerline L of vehicle 10 or may have alongitudinal directional component angled 45° or less relative tocenterline L. For example, suspension member 1100 may be angled 0-45°relative to centerline L in that suspension member 1100 is positionedlaterally inward of trailing arm 1040 and is parallel to or angled 1-45°relative to centerline L. Alternatively, suspension member 1100 may beangled −45 to 1° relative to centerline L in that suspension member 1100may be positioned laterally outward of trailing arm 1040.

As disclosed herein (with respect to suspension member 100 of FIG. 6A),a forward extent of suspension member 1100 of FIGS. 17-24 may extendalong plane 93 (FIG. 6A) which, illustratively, is approximatelyparallel to plane 95 extending through a forward extent of trailing arm1040. In this way, the forward extents of trailing arm 1040 andsuspension member 1100 may be approximately parallel even when thelongitudinal extent of suspension member 1100 is angled relative totrailing arm 1040. The forward extent of suspension member 1100 may bepositioned along plane 93 at a position laterally inward or laterallyoutward of plane 95 of trailing arm 1040. The lateral offset (eitherinboard or outward) between planes 93, 95 allows for tuning the toe ofrear ground-engaging member 14. In this way, rear suspension assembly1026 is configured to allow for tuneability of toe control bycalibrating the lateral offset between the forward extents of trailingarm 1040 and suspension member 1100.

Illustratively, because suspension member 100 may be angled relative tocenterline L, first coupling member 1102 may be positioned laterallyinward of second coupling member 1104. As shown best in FIG. 20, firstcoupling member 1102 may be positioned approximately laterally adjacentan inner surface 1200 of trailing arm 1040 and longitudinally rearwardof first coupler 1058. In this way, the forward portion of suspensionmember 1100, including first coupling member 1102, is positionedlaterally inboard but rearward of the forward extent of trailing arms1040.

Referring to FIGS. 19 and 20, first coupling member 1102 may beconfigured to pivotally or operably couple a forward portion ofsuspension member 1100 to frame assembly 20 and second coupling member1104 may be configured to pivotally or operably couple a rearwardportion of suspension member 1100 to knuckle 1052 and/or anothercomponent of rear ground-engaging member 14. More particularly, secondcoupling member 1104 is operably coupled to knuckle 1052 or othercomponent of rear ground-engaging member 14 at a position longitudinallyforward of rear axles 1056. Illustratively, second coupling member 1104of suspension member 1100 extends through an opening or aperture 1202 oninner surface 1200 of trailing arm 1040 to couple with knuckle 1052. Assuch, suspension member 1100 intersects or laterally overlaps a portionof trailing arm 1040 and, therefore, moves with trailing arm 1040 duringoperation of vehicle 10. This overlap or intersection of trailing arm1040 and suspension member 1100 occurs at a location forward of rearaxle 1056 and forward of ball joint 118 (FIG. 6A) of rearground-engaging member 14. Additionally, second coupling member 1104 ofsuspension member 1100 is positioned laterally inward of steering axis S(FIG. 6A) of knuckle 1052. In this way, suspension member 1100 isconfigured to pivot vertically and with trailing arms 1040 to controltoe of rear ground-engaging members 14.

Alternatively, as shown in FIG. 24, suspension member 1100 may be shownas 1100′ and extends rearward of rear axles 1056 to couple with arearward portion of knuckle 1052 or second coupler 1060 through secondcoupling member 1104′. Illustratively, FIG. 24 discloses that secondcoupling member 1104′ is positioned generally adjacent control arms1042, 1044. In such an embodiment, suspension member 1100′ does notintersect inner surface 1200 of trailing arm 1040 and, instead, extendsentirely along inner surface 1200. Suspension member 1100′ may extendunder rear axle 1056, over rear axle 1056, or may fork both sides ofrear axle 1056. With the configuration of suspension member 1100 andtrailing arms 1040 shown in FIGS. 20 and 24, trailing arms 1040 andsuspension member 1100 do not interfere with each other.

As shown in FIG. 23, suspension member 1100 is entirely positionedwithin an envelope 1092 defined by trailing arm 1040 when viewed fromthe side. Envelope 1092 is defined as extending longitudinally betweenfirst and second couplers 1058, 1060 and also extending verticallybetween upper and lower surfaces of trailing arm 1040. In this way, fromthe side view of FIG. 23, suspension member 1100 is entirely concealedby or at least within envelope 1092 of trailing arm 1040 such that noportion of suspension member 1100 extends above an upper surface oftrailing arm 1040, extends below a lower surface of trailing arm 1040,extends forwardly of a forward extent of trailing arm 1040, or extendsrearwardly of a rearward extent of trailing arm 1040. Therefore,trailing arm 1040 protects suspension member 1100 from damage byexternal debris because suspension member 1100 does not extend belowtrailing arm 1040, where it could be exposed to rocks or other items onthe ground surface, and is positioned laterally inward of trailing arm1040 such that any item or debris outward of trailing arm 1040 does notcontact suspension member 1100.

Furthermore, as shown in FIG. 22, suspension member 1100 is entirelypositioned within an envelope 1094 defined by radius rods 1042, 1044.Envelope 1094 is defined as extending laterally between coupling members1084 and 1086, extending laterally between coupling members 1088 and1090, extending vertically between coupling members 1084 and 1088, andextending vertically between coupling members 1086 and 1090. In thisway, from the rear view of FIG. 22, suspension member 1100 does notextend above upper radius rod 1042 and extends to a position generallycoplanar with or above lower radius rod 1044. Additionally, suspensionmember 1100 does not extend laterally inward of coupling members 1086,1090 or laterally outward of coupling members 1084, 1088. As disclosedherein, first coupling member 1102 of suspension member 1100 ispositioned at least partially above wheel center W (FIG. 8) extendingthrough rear ground-engaging member 14 while second coupling member 1104is positioned at least partially below wheel center W when vehicle 10 isin a neutral position on the ground surface. Wheel center W isperpendicular to steering axis S (FIG. 6A).

Additionally, the present disclosure shows that first coupling member1102 of suspension member 1100 is positioned laterally inward of pivotline 97 (FIG. 6A) extending through the forward pivot point of trailingarm 1040 and the pivot point of inner CV joint 1057 of rear axle 1056.Illustratively, second coupling member 1104 of suspension member 1100 ispositioned laterally outward of pivot line 97. As such, from a top view,pivot line 97 intersects suspension member 1100. Also, at least firstcoupling member 1102 of suspension member 100 is positioned verticallybelow pivot line 97 when viewed from the rear.

As disclosed herein (with respect to FIG. 6A), suspension member 1100 ispositioned relative to line 116 extending between the forward extent oftrailing arm 1040 and ball joint 118 of rear ground-engaging member 14.More particularly, suspension member 1100 may extend generally parallelto line 116 or may be angled relative to line 116. Illustratively,suspension member 1100 extends substantially parallel to line 116.Additionally, suspension member 1100 is positioned laterally inward ofline 116.

With this configuration of rear suspension assembly 1026, suspensionmember 1100 may be provided on vehicle 10 to control toe of rearground-engaging member 14 without interfering with the movement of othercomponents of rear suspension assembly 1026, such as trailing arm 1040,control arms 1042, 1044 or rear axles 1056.

It is further apparent from FIG. 24 that rear suspension assembly 1026does not interfere with any portion of powertrain assembly 16 and,instead, generally surrounds at least a portion of powertrain assembly16. Illustratively, trailing arms 1040 and suspension member 1100, 1100′extend to a position forward of a portion of powertrain assembly 16. Forexample, suspension member 1100 extends to a position forward of rearfinal drive member 120, shiftable transmission 122, engine 124, and CVT126. More particularly, first coupling member 1102 of suspension member1100 and the forward extent of trailing arm 1040 are positioned entirelyforward of CVT 126 and engine 124. Additionally, at least transmission122, engine 124, and CVT 126 are positioned laterally intermediatesuspension members 1100. Illustratively, as shown in FIG. 24, when CVT126 is oriented longitudinally and positioned laterally outward ofengine 124, CVT 126 is still positioned entirely with the lateral andlongitudinal extent of suspension members 1100.

The disclosures herein with respect to rear suspension assemblies 26,26′, 1026 disclose operation of the rear suspension components duringnormal operation of the vehicle. However, if a situation arises wheresuspension member 100, 1100 or other suspension component breaks orotherwise fails, rear suspension assembly 26, 26′, 1026 is configured toprevent rear ground-engaging member 14 from having excessive toe changeand potentially interfering with other components of vehicle 10. Moreparticularly, and as shown FIGS. 25 and 26, steering limit features ormembers are disclosed as 1214 and 1216. Illustratively, a forwardsurface 1210 of knuckle 1052 includes an angled surface 1216 positionedforward of rear axle 1056. Angled surface 1216 defines a steering limitor stop feature of rear suspension assembly 1026 that would preventoversteering or excessive toe change of rear ground-engaging member 14if suspension member 1100 or control arms 1042, 1044 are disconnected orotherwise fail or break. Therefore, angled surface 1216 protrudesrearwardly from knuckle 1052 and is positioned to allow contact with aportion of rear axle 1056, if necessary, to prevent oversteering and/ordamage to other components of vehicle 10.

Similarly, a rearward surface 1212 of knuckle 1052 or second coupler1060 of trailing arm 1040 includes an angled member or surface 1214which defines a second steering limit or stop feature that also preventsoversteering or excessive toe change of rear ground-engaging member 14if suspension member 1100 or control arms 1042, 1044 are disconnected orfail. In one embodiment, angled surface 1214 may be integrally formedwith knuckle 1052 or second coupler 1060 or may be separate therefrom.Angled surface 1214 protrudes forwardly from rearward surface 1212 andis positioned to allow contact with rear knuckle 1052, if necessary, toprevent oversteering and/or damage to other components of vehicle 10.

The inclusion of angled surfaces 1214, 1216 as stop or travel limits ofrear suspension assembly 1026 prevents undesired rear steering change inthe event of a disconnection or failure of a rear steering or suspensioncomponents. Surfaces 1214, 1216 are configured to be engaged outside ofnormal operational steering limits in that, during normal operation,surfaces 1214, 1216 are not engaged; however, if a suspension orsteering component fails and, therefore, rear suspension assembly 26,26′, 1026 may operate outside of normal conditions, then as rear knuckle1052 moves outside of the normal travel range, a portion of rear knuckle1052 contacts one of surfaces 1214, 1216 to prevent rear ground-engagingmember 14 from oversteering or excessive toe change. If vehicle 10 didnot include surfaces 1214, 1216, then only the spherical joints wouldlimit the travel of rear ground-engaging member 14 in the event of afailure of suspension members 1100, 1042, 1044 but the spherical jointswould still allow for some overtravel of rear ground-engaging member 14and excessive load.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1-28. (canceled)
 29. A utility vehicle, comprising: a frame assemblyextending longitudinally along a centerline of the vehicle; at least onefront ground-engaging member supporting the frame assembly; at least onerear ground-engaging member supporting the frame assembly and includinga knuckle; a rear axle operably coupled to the rear ground-engagingmember; and a rear suspension assembly operably coupled to the frameassembly and the at least one rear ground-engaging member, the rearsuspension assembly comprising: a trailing arm generally extendinglongitudinally and operably coupled to the frame assembly and the atleast one rear ground-engaging member; an upper radius rod extending ina generally lateral direction relative to the centerline of the vehicleand operably coupled to the trailing arm; a lower radius rod extendingin the generally lateral direction relative to the centerline of thevehicle and operably coupled to the trailing arm; and at least onesteering limit configured to limit travel of the rear ground-engagingmember.
 30. The utility vehicle of claim 29, wherein the knuckle definesthe at least one steering limit.
 31. The utility vehicle of claim 30,wherein the at least one steering limit is positioned forward of therear axle.
 32. The utility vehicle of claim 29, wherein the trailing armdefines the at least one steering limit.
 33. The utility vehicle ofclaim 29, wherein the at least one steering limit is defined by a firststeering limit positioned forward of the rear axle and a second steeringlimit positioned rearward of the rear axle.
 34. The utility vehicle ofclaim 29, further comprising a suspension member configured to controltoe of the at least one rear ground-engaging member and generallyextending longitudinally and operably coupled to the at least one rearground-engaging member.
 35. A utility vehicle, comprising: a frameassembly extending longitudinally along a centerline of the vehicle; atleast one front ground-engaging member supporting the frame assembly; atleast one rear ground-engaging member supporting the frame assembly andincluding a knuckle; a rear axle operably coupled to the rearground-engaging member; and a rear suspension assembly operably coupledto the frame assembly and the at least one rear ground-engaging member,the rear suspension assembly comprising: a trailing arm generallyextending longitudinally and operably coupled to the frame assembly andthe at least one rear ground-engaging member; and at least one steeringlimit extending from the knuckle.
 36. The utility vehicle of claim 35,wherein the steering limit is an angled surface.
 37. The utility vehicleof claim 35, wherein the steering limit is positioned forward of therear axle.
 38. The utility vehicle of claim 35, further comprising aradius rod extending in a generally lateral direction relative to thecenterline of the vehicle and operably coupled to the trailing arm,wherein the steering limit is positioned to contact a portion of therear axle if the radius rod decouples from the trailing arm.
 39. Theutility vehicle of claim 35, wherein the steering limit is positionedrearward of the rear axle.
 40. The utility vehicle of claim 35, whereinthe steering limit is integrally formed with the knuckle.
 41. Theutility vehicle of claim 35, wherein the steering limit is coupled tothe knuckle.
 42. A utility vehicle, comprising: a frame assemblyextending longitudinally along a centerline of the vehicle; at least onefront ground-engaging member supporting the frame assembly; at least onerear ground-engaging member supporting the frame assembly; a rear axleoperably coupled to the rear ground-engaging member; and a rearsuspension assembly operably coupled to the frame assembly and the atleast one rear ground-engaging member, the rear suspension assemblycomprising: a trailing arm generally extending longitudinally andoperably coupled to the frame assembly and the at least one rearground-engaging member and including a coupler; and at least onesteering limit extending from the coupler of the trailing arm.
 43. Theutility vehicle of claim 42, wherein the steering limit is an angledsurface.
 44. The utility vehicle of claim 42, wherein the steering limitis positioned rearward of the rear axle.
 45. The utility vehicle ofclaim 42, further comprising a radius rod extending in a generallylateral direction relative to the centerline of the vehicle and operablycoupled to the trailing arm, wherein the steering limit is positioned tocontact a portion of the rear axle when radius rod decoupled from thetrailing arm.
 46. The utility vehicle of claim 42, wherein the steeringlimit is positioned spaced from the at least one rear ground-engagingmember in normal operating conditions.
 47. The utility vehicle of claim46, further comprising a knuckle, wherein the steering limit is operableto contact the knuckle when the knuckle moves outside of the normaloperating conditions.
 48. The utility vehicle of claim 47, wherein theknuckle includes a second steering limit extending therefrom.